Supercharged internal combustion engine

ABSTRACT

A supercharged internal combustion engine system wherein the supercharger assembly includes an ejector pump driven by high-pressure air for pumping intake air into engine combustion chamber. Included are means for sensing engine power demand and controlling the supercharging action. A compressor and an air tank for providing high-pressure air for driving the ejector pump are also disclosed. During periods of natural aspiration the ejector pump can be by-passed to reduce flow impedance. The ejector pump can use a driving nozzle with a fixed throat or a variable throat, or a lobed nozzle. Effective supercharging is achieved even at low engine speeds. One of the objects of the invention is to obtain more power from small displacement ICE and thus providing automotive vehicles with sufficient acceleration in addition to good fuel economy.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of prior U.S. application Ser. No.11/028,244 filed on Jan. 2, 2005 entitled SUPERCHARGED INTERNALCOMBUSTION ENGINE, which has been allowed, the entire content of whichis hereby expressly incorporated herein by reference.

FEDERALLY SPONSORED RESEARCH

Not Applicable

SEQUENCE LISTING OR PROGRAM

Not Applicable

FIELD OF THE INVENTION

The present invention relates to a supercharged internal combustionengine where engine intake air is pumped by an ejector pump operated byhigh-pressure air to boost engine output during increased power demandconditions.

BACKGROUND OF THE INVENTION

Overview: The current emphasis on fuel economy in the design of powerplants for automotive application motivates the efforts to improve theperformance of internal combustion engines (ICE) with relatively smalldisplacement. It is well known that automotive vehicles with smalldisplacement engines enjoy moderate fuel usage. However, under hightorque conditions such as acceleration and grade ascent, smalldisplacement ICE's often fail to provide satisfactory power. Yet, theconditions demanding high torque generally represent only about onetenth of a vehicle operating time.

Means for improving the performance of automotive vehicles powered byICE include 1) engine supercharging and 2) a hybrid drive. Superchargingis a method of introducing air for combustion into combustion chambersof an ICE at a pressure in excess of that which can be obtained bynatural aspiration (see, for example, McGraw-Hill Dictionary ofScientific and Technical Terms, 6^(th) edition, published by McGraw-HillCompanies Inc., New York, N.Y., 2003). Supercharging is accomplishedwith a supercharger, which is an air pump, blower or a compressor in theintake system of an ICE used to increase the weight of air charge andconsequent power output from a given size engine (see, for example, theabove noted McGraw-Hill Dictionary).

A hybrid drive automotive vehicle has a dual propulsion means; onedriven directly by the ICE and a second one driven by a battery operatedelectric motor. During low torque conditions (e.g., constant speedtravel on level road), the ICE has a spare power capacity that is usedto operate an electric generator and store the produced electric energyin a battery. During high-torque conditions (e.g., acceleration and/orgrade ascent), electric energy is extracted from the battery to powerthe electric motor which assists the ICE in propelling the vehicle.

Superchargers: Supercharges have long been utilized for boosting thepower output of ICE's of each spark ignition and compression ignition(diesel). Superchargers can be generally classified according to theirsource of motive power as engine-driven and exhaust turbine-driven. Thelatter are also know as turbochargers. A variety of engine-drivensuperchargers have been developed since the early 1900's. Engine-drivensuperchargers with nonpositive displacement compressors (i.e.,turbine-type) were developed (as disclosed, for example, by Hall-Brownin U.S. Pat. No. 1,645,178) but did not provide adequate flow at lowengine speeds associated with high torque conditions. Modemengine-driven supercharger is a positive displacement pump mechanicallycoupled to the engine usually by means of an on/off clutch. The clutchengages the supercharger when increased engine output is desired anddisengages it to reduce engine load when high ICE output is notrequired. Compression in a supercharger heats up the intake air, therebyreducing its density and adversely impacting ICE performance. Thiscondition is frequently remedied by cooling the output air of asupercharger in a heat exchanger commonly known as an intercooler priorto delivery to ICE intake passage. FIG. 1 shows a typical arrangement ofan ICE with an engine-driven supercharger with an intercooler supplyingcompressed intake air into an intake passage leading to an ICEcombustion chamber.

The types of positive displacement pumps used in engine-drivensuperchargers include vane pumps (as disclosed, for example, by Casey etal., in U.S. Pat. No. 4,350,135), roots blowers (as disclosed, forexample, by Fielden in U.S. Pat. No. 2,067,757), and screw compressors(as disclosed, for example, by Prior in U.S. Pat. No. 6,029,637). Thesepumps are expensive since they use precision machined and accuratelyaligned rotor components. Pump rotors spin at high speeds, typically inthe range of 5,000 to 20,000 revolutions per minute (rpm), which leadsto vibrations and wear. Abrasion and wear gradually increase theprecision clearances between mating rotor components which results inreduced supercharger performance. Mitigation of this problem inspiredthe development of a variety of coatings aimed at reducing theconsequences of rotor component wear as disclosed, for example, by Sumanet al., in U.S. Pat. No. 6,688,867.

Another limitation of engine-driven superchargers is the low volumetricoutput at low engine speeds. This can be remedied by a variable speeddrive, but only at a significant increase in complexity and cost.Engine-driven superchargers also occupy a relatively large volume whichcomplicates their integration into engine frame. In contrast to earlyengine-driven superchargers that were external to the engine (asdisclosed, for example, by Fielden in U.S. Pat. No. 2,067,757), modernengine-driven superchargers are typically integrated directly into theengine frame (as disclosed, for example, by Kageyama et al. in U.S. Pat.No. 6,453,890). While being more space efficient, integral superchargerobstructs other ICE components and impedes ICE serviceability.Engine-driven supercharger requires significant ICE power to operate andthis power must be supplied at the least opportune moment, namely duringhigh demand on ICE output, thus reducing ICE output power available forpropulsion. Finally, an engine-driven supercharger must be engaged in acontrolled manner to avoid a sudden surge in ICE intake pressure and theconsequential sudden surge in output torque. This often requires acomplex control system.

Another common supercharger arrangement currently in use is theturbocharger shown in FIG. 2. In a turbocharger, the ICE exhaust flow isutilized to drive an exhaust turbine, which in turn drives a compressorturbine to provide compressed air flow to the engine intake passage.Turbochargers provide the advantages of relatively smooth transitionfrom natural aspiration to supercharged operation while utilizingresidual energy of hot exhaust gas, which would otherwise be largelywasted. However, turbochargers must run at very high rotational speeds(typically on the order of 20,000 to 100,000 rpm) and use sophisticatedengineered materials to withstand the high temperatures of ICE exhaust,both of which requires rather costly construction. Another disadvantageof turbochargers is a relatively long response time lag cased by theturbine inertia. Furthermore, the nature of the exhaust gas flow and theturbine drive arrangement causes the supercharging flow to increaseexponentially with engine rpm. This results in relatively inadequateboost pressures at low engine speeds and excessive boost pressures atrelatively high engine speed. The latter is usually mitigated by controlarrangements for reducing or limiting the output flow (e.g., using flowbypassing), but it results in a more complex design.

Ejector Pumps: Ejector pumps are widely used in industry for pumpingliquids and gases, see for example, R. H. Perry and C. H. Chilton,“Chemical Engineer's Handbook,” 5^(th) edition, Chapter 6, Section“Ejectors,” pages 6-29 to 6-32, published by McGraw-Hill Book Company,New York, N.Y., 1973, and G. L. Weissler and R. W. Carlson (editors),“Vacuum Physics and Technology,” Chapter 4.3.5: Ejectors, pages 136 to138, published by Academic Press, New York, N.Y., 1979. One keyadvantage of ejector pumps is that they have no pistons, rotors, orother moving components. FIG. 3 shows a general configuration of a gas(or steam) operated ejector pump for pumping gases. In this disclosure,the term “ejector pump” shall mean a gas-operated ejector pump. Ejectorpump essentially consists of a gas-operated driving nozzle, a suctionchamber and a diffuser duct. The diffuser duct typically has twosections; a mixing section which may have converging and/or straightsegments, and a pressure recovery section which is usually diverging.The driving nozzle is fed a high-pressure “driving” gas (or steam) atpressure p₁ and converts its potential (pressure) energy into a kineticenergy thereby producing a high-velocity gas jet discharging into thesuction chamber. Pumping action occurs when the gas in the suctionchamber is entrained by the jet, acquires some of its velocity, and iscarried into the diffuser duct where the kinetic energy of the mixtureof driving and entrained gases is converted into a potential (pressure)energy. In particular, the velocity of the gas mixture is recoveredinside the diffuser to a pressure p₃ which is greater than the suctionpressure p₂ but lower than the driving pressure p₁. For stable operationthe diffuser exit pressure p₃ must be equal or higher than the backingpressure p₄. Ejector design is termed subsonic if the fluid velocity inthe diffuser is subsonic. Conversely, ejector design is termedsupersonic if the fluid velocity in the diffuser is supersonic.Typically, diffuser ducts used in ejector pumps have a circularcross-section because it provides the largest cross-sectional area withthe least circumference and, therefore, the least wall friction losses.

Ejector pumps can produce compression ratio p₃/p₂ of up to about 10. Toachieve high compression ratio p₃/p₂ it is necessary that the drivinggas pressure p₁ is much higher than the target pressure p₃ at the exitof the ejector, i.e., p₁>>p₃. Consequently, ejector pumps can be used asvacuum pumps or as compressors. A supersonic driving nozzle ispreferably used to obtain efficient conversion of potential (pressure)energy of the driving gas into kinetic energy of the jet. Ejector pumpscan be designed to accommodate a wide variety of flow conditions. As aresults, ejector pumps for different applications can greatly vary insize, nozzle and duct shape, and arrangement of components. Data oncommercially produced gas ejector pumps and their performance can befound, for example, in “Pumping Gases, Jet Pump Technical Data,” Section1000, Bulletin 1300, Issued March 1976 by Penberthy Division ofHoudaille Industries, Inc., Prophetstown, Ill.

In a fixed ejector design, flow throughput and pressure of driving gascan be varied to produce desired discharge port pressure p₃ over a broadrange of pumped gas inflows and pressures p₂. To increase ejector pumpthroughput beyond the capacity of a single ejector, several ejectorpumps can be operated in parallel. Alternately, multiple driving nozzlescan be used to feed a single large cross-section diffuser-duct (see, forexample FIG. 6-71 in the above noted Perry and Chilton).

Use of Ejector Pumps in ICE: The use of ejector pumps in ICE systems hasbeen disclosed in prior art. In particular, Ikeda et al. in U.S. Pat.No. 6,796,772 and U.S. Pat. No. 6,625,981 discloses ejector pumps drivenby ICE intake air flow to generate vacuum for automotive braking system.However, these ejectors do not pump ICE intake air, do not increase theICE intake air pressure, and do not supercharge the ICE.

Feucht in U.S. Pat. No. 6,267,106, Lundqvist in U.S. Pat. No. 6,502,397,Melchior in U.S. Pat. No. 3,996,748, Radovanovic et al., in U.S. Pat.No. 5,611,204, Gobert in U.S. Pat. No. 5,425,239 and Blake in U.S. Pat.No. 5,974,802 each disclose a fluid pump referred to as an “inductionventuri,” “venturi,” and/or “ejector” driven by ICE intake air flow topump exhaust ICE exhaust gases in an Exhaust Gas Recirculation (EGR)system. In all of these devices the driver gas is the intake air whichflows at subsonic speeds. Therefore, the resulting compression ratio isvery low albeit sufficient for EGR purposes. Furthermore, these fluidpumps do not increase the ICE intake air pressure and do not superchargethe ICE. Henderson et al. in U.S. Pat. No. 5,611,203 discloses a“multi-lobed” ejector pump operated by compressed air for pumping ERGgases into ICE air intake. This ejector pump does not increase ICEintake air pressure and does not supercharge the ICE.

Henrikson in U.S. Pat. No. 3,257,996 and Sheaffer in U.S. Pat. No.4,461,251 each discloses an exhaust gas operated “jet pump” for inducingatmospheric air into ICE combustion chamber. These jet pumps havesubsonic or sonic driving nozzles operated by puffs of hot exhaust gasgenerally at near ambient pressure. As a result these jet pumps areinefficient, have a low compression ratio and deliver a warm charge toICE combustion chamber. In addition, the driver fluid (exhaust gas)becomes ingested in the engine. Increasing the throughput of such jetpump requires increasing the quantity of ingested exhaust gas, whichultimately leads to increased charge temperature and limits the ICEoutput. Momose et al. in U.S. Pat. No. 4,418,532 discloses ahigh-pressure air-operated ejector for pumping ICE exhaust gases. Thisejector pump does not increase ICE intake air pressure and does notsupercharge the ICE. Neuland in U.S. Pat. No. 2,297,910 and McWhorter inU.S. Pat. No. 5,9765,035 each discloses a subsonic ejector-like deviceoperated by ICE exhaust gas, which is used to create a partial vacuumfor inducing air into ICE combustion chamber. Since vacuum suctionrather than compression is used, this device delivers engine charge at apressure significantly lower than ambient air pressure. In addition, anexhaust gas driven ejector pump represents an impedance to exhaust gasflow and increases the pumping work done by the ICE. Mizushina et al. inJapanese Patent Document No. JP 57210154A discloses an ejector in an ICEintake path. The ejector is operated by air supplied by a turbochargerand it is used to generate a partial vacuum to assist evaporation offuel injected into ejector suction chamber. However, this ejector doesnot pump ICE intake air and does not supercharge the ICE. Arai et al. inthe U.S. Pat. No. 6,082,341 discloses an ICE with a turbocharger and aneddy-flow impeller supercharger driven by ICE exhaust gases. Theeddy-flow supercharger provides driving air to a converging (subsonic)ejector nozzle in the ICE intake path downstream of the turbocharger.The ejector provides only low compression and it is generally used toaugment the turbocharger. Furthermore, Arai's ejector nozzle does notprovide any substantial pumping or compression action during thecritical ICE condition of combined low speed and high load as normallyexperienced at the beginning of vehicle acceleration. Suenaga et al inJapanese Patent Document No. JP 57059022A discloses an “auxiliarydevice” for a turbocharged ICE including an ejector located in theintake path of the turbo-compressor. The ejector has a converging(subsonic) driving nozzle which is supplied with compressed air from astorage tank. The nozzle discharges into a short duct which is placed inthe ICE intake air path in such a manner so that a significant portionof the intake air bypasses the ejector nozzle and the duct by flowing onthe outside of the duct. This arrangement necessarily short-circuits theejector and limits its compression to very low values. Air flow to theSuenaga's ejector is controlled by an on/off valve. Since Suenaga doesnot teach means for continuous variation of air flow, engagement of theejector is susceptible causing an ICE power surge. Said Arai and Suenagaeach teaches means for augmenting a conventional turbocharger. Incontrast, the instant invention teaches means and methods that alloweliminating conventional engine-drive superchargers and turbochargersfrom many automotive ICE.

Use of Compressed Air in ICE Combustion Chambers: Schier et al. in U.S.Pat. No. 4,538,584 discloses a diesel ICE wherein compressed air is fedfrom a tank into ICE cylinders for the purpose of engine starting.However, compressed air is not used for supercharging during normal ICEoperation. Moyer in U.S. Pat. No. 5,529,549 discloses an ICE whereengine cylinders are used to compress atmospheric air for storage in atank and later use for engine supercharging. Kim et al. in U.S. Pat. No.6,968,831 discloses a turbocharged ICE wherein compressed air from anair tank is supplied either to the inlet of turbocharger compressor ordirectly to the combustion chamber. In each Moyer's and Kim's concepts,all of the ICE intake air during supercharging is supplied from thestorage tank. This means that the storage tank must have a large storagecapacity, which translates to either a large volume or a high tankpressure, neither of which is desirable in an automotive vehicle. Inaddition, much of the potential (pressure) energy available incompressed air is wasted since the compressed air pressure is reduced tonear ambient cylinder charge pressure without performing any usefulwork. Each Moyer and Kim fail to disclose means for delivery of storedair to ICE cylinders, a means for controlling the supercharging processsuch as the transition from natural aspiration to supercharging and ameans for control of charge pressure. Moreover, neither Moyer or Kimshows how the air storage tank could be replenished by a compressordriven either by the ICE or an electric motor. Furthermore, neitherMoyer or Kim discloses an ejector pump.

In summary, the prior art does not teach an ICE supercharging systemthat is effective at the conditions of high torque and low engine speed,has a fast response, is simple, economical, can be retrofitted ontoexisting ICE, does not dilute engine charge with exhaust gases, and doesnot rob engine of power during high power demand. Furthermore, the priorart does not teach an ICE supercharged by an ejector pump driven byhigh-pressure air. Moreover, the prior art does not teach an ICEsupercharged by an ejector pump and having an bypass duct wherein flowis regulated by a bypass valve. In addition, the prior art does notteach an ICE supercharged by an ejector pump with a supersonic drivingnozzle. Moreover, the prior art fails to teach means for controlling thetransition from natural aspiration to supercharging (and fromsupercharging back to natural aspiration) and a means for control ofcharge pressure in an ICE supercharged by an ejector pump. It is againstthis background that the significant improvements and advancements ofthe present invention have taken place.

SUMMARY OF THE INVENTION

The present invention provides a supercharged ICE system wherein thesupercharger assembly comprises an ejector pump for pumping ICE intakeair. The ejector pump is driven by high-pressure air. The ejector pumpdraws in air at a lower pressure and discharges air at a higher pressureinto ICE intake passage for flowing into ICE combustion chamber. Thesupercharger assembly further includes means for regulating the flow ofhigh-pressure air for driving the ejector pump and thereby regulatingthe pumping action. The supercharged ICE system further includes meansfor sensing ICE power demand and appropriately controlling the pumpingaction of the ejector pump to supercharge the ICE.

One of the central concepts of the supercharged ICE system according tothe present invention applied to automotive vehicle is the recognitionthat under typical driving conditions the periods of high-power demandare relatively short and occur on the average only about 10% of thevehicle operating time. This means that a supercharger can be designedto operate in an intermittent mode, namely supercharging the ICE forabout 10% of the vehicle operating time as demanded by vehicle drivingconditions. This leaves on the average about 90% of the vehicleoperating time available for recharging the supercharger.

In a first embodiment of the present invention the ICE is of thecompression ignition type or fuel injected spark ignition type. Theejector pump uses a fixed throat driving nozzle for the high pressureair. An alternate driving nozzle for use with the first embodimentemploys a variable area throat for regulating the mass flow ofhigh-pressure air flowing therethrough. A variant of the firstembodiment includes a compressor and an air tank for providinghigh-pressure air for driving the ejector pump. The compressor can bedirectly driven by the ICE or by an electric motor. Another variant ofthe first embodiment includes a by-pass duct for by-passing the ejectorpump when supercharging is not desired. In a second embodiment of thepresent invention the ICE is of the carbureted spark ignition type. In athird embodiment the present invention the ICE is of the compressionignition type or fuel injected spark ignition type retrofitted with asupercharger assembly in accordance with the subject invention. In afourth embodiment the present invention the ICE is of the carburetedspark ignition type retrofitted with a supercharger assembly inaccordance with the subject invention. In a fifth embodiment the presentinvention the ICE system includes both a conventional supercharger and asupercharger assembly in accordance with the subject invention whereinthe conventional supercharger provides supercharging at high enginespeeds and the supercharger assembly in accordance with the subjectinvention provides supercharging at low engine speeds.

Accordingly, it is an object of the present invention to provide asupercharged ICE system which can generate a high volume intake air flowat high pressure during the conditions of high torque demand andrelatively low engine speeds. The supercharged ICE system of the presentinvention is simple, lightweight, and inexpensive to manufacture to besuitable for large volume production of automotive vehicles.

It is another object of the invention to provide a supercharger assemblythat has a fast response to demand conditions.

It is another object of the invention to provide a supercharger assemblythat is compact and easily integrable with an ICE while notsignificantly impeding access to other parts of the ICE.

It is yet another object of the invention to provide a superchargerassembly that is simple, robust, economical, and has a low componentcount. It is yet another object of the invention to provide asupercharger assembly that can be easily retrofitted to existing ICE.

It is still another object of the invention to provide a superchargedcompression ignition ICE system.

It is still another object of the invention to provide a superchargedspark ignition ICE system.

It is still another object of the invention to obtain more power fromsmall displacement ICE and thus providing automotive vehicles withsufficient acceleration in addition to good fuel economy.

It is a further object of the invention to provide a booster stage for aconventional supercharger (engine-driven supercharger or turbocharger)for improving ICE performance at low rpm and reducing response time.

It is still further object of the invention to provide a superchargerthat can be used with hybrid vehicles to boost the power of the ICE andthus giving the hybrid vehicle more power to accelerate and ascendgrade.

These and other objects of the present invention will become apparentupon a reading of the following specification and claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of a supercharged ICE of prior art with anengine-driven supercharger.

FIG. 2 is a schematic view of a supercharged ICE of prior art with asupercharger driven by an exhaust gas turbine.

FIG. 3 is a cross-sectional diagram of an ejector pump of prior art.

FIG. 4 is a schematic view of a supercharged ICE in accordance with afirst embodiment of the subject invention.

FIG. 5 is a flow charts showing preferred control operations of anelectronic control unit.

FIG. 6 is a schematic view of an alternate ejector pump with a variablearea driving nozzle.

FIG. 7 is a cross-sectional view of a variable area driving nozzle.

FIG. 8 is a schematic view of a supercharger assembly according to afirst variant of a first embodiment of the subject invention.

FIG. 9 is a schematic view of a supercharger assembly according to asecond variant of a first embodiment of the subject invention.

FIG. 10 is a schematic view of a supercharged carbureted ICE inaccordance with a second embodiment of the subject invention.

FIG. 11 is a schematic view of a supercharged ICE in accordance with athird embodiment of the subject invention having a retrofittedsupercharger assembly.

FIG. 12 is a schematic view of a supercharged carbureted ICE inaccordance with a fourth embodiment of the subject invention having aretrofitted supercharger assembly.

FIG. 13 is a schematic view of a supercharged ICE in accordance with afifth embodiment of the subject invention having an superchargerassembly in addition to a conventional supercharger.

FIG. 14 is a schematic view of an alternate ejector pump with severaldriving nozzles injecting high-velocity jets into a single diffuserduct.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Selected embodiments of the present invention will now be explained withreference to drawings. It will be apparent to those skilled in the artfrom this disclosure that the following descriptions of the embodimentsof the present invention are merely exemplary in nature and are in noway intended to limit the invention, its application, or uses.

Referring to FIG. 4 there is shown a supercharged internal combustionengine (ICE) system 10 in accordance with a first embodiment of thesubject invention. The ICE system 10 comprises an ICE 20 and asupercharger assembly 100. The ICE 20 has at least one combustionchamber 34 fluidly connected to an intake passage 22 and to an exhaustpassage 26. The type of ICE 20 can be either a compression ignition(diesel) or a fuel injected spark ignition. If ICE 20 is fuel injectedwith spark ignition, the intake passage 22 can also include a fuelinjector (not shown). Furthermore, the ICE 20 can also include an outputshaft 28 and a torque sensor 30 for sensing ICE output torque. Thesupercharger assembly 100 includes an intake duct 126, transition duct124, an ejector pump 122, high-pressure air supply line 138, on/offvalve 132, pressure regulator 130, interconnecting line 136 and air feedline 148. The ejector pump 122 further includes a driving nozzle 140, asuction chamber 170 having a suction port 196, and a diffuser duct 134having a discharge port 198. The driving nozzle 140 is preferably of theconverging-diverging type (also known as a Laval nozzle) suitable forgeneration of supersonic flow.

The diffuser duct 134 preferably has a circular cross-section which isknown for its low wall friction losses. However, other cross-sectionsincluding oval, ellipse, square, rectangle, and polygonal shape can bealso used. The diffuser duct 134 preferably has an upstream convergingsection, which is followed by a straight middle section that is followedby a downstream divergent section. As already noted, such a diffuserduct design is considered conventional for use with ejector pumps.However, the subject invention can be practiced with alternativediffuser designs. For example, an alternative design of the diffuserduct 134 can have only a straight section followed by a divergentsection. Another alternative design of the diffuser duct 134 can haveonly a straight section. The preferred size and shape of the diffuserduct 134 may be determined according to a desired flow regime of theejector pump 122.

If desirable, the transition duct 124 can also include an intercooler168 to reduce the temperature of gas passing therethough. As notedabove, use of an intercooler for cooling of intake air compressed by asupercharger is a common practice in the art. However, in the presentinvention, the need for an intercooler is substantially lower than in acomparable engine-driven supercharger or a turbocharger because only aportion of the gasses flowing through of the ejector pump 122 isactually compressed and, therefore, production of compression relatedheat is substantially lower. Preferably, the intercooler 168 is anair-water intercooler with coils and/or fins arranged lengthwiseparallel to the air flow discharged by the ejector pump 122.Alternatively, an air-air intercooler can be used. The intake duct 126is fluidly connected to a source of atmospheric air generally at nearambient pressure. For example, the inlet of the intake duct 126 can befluidly connected to the outlet of an ICE intake air filter (not shown).The transition duct 124 is fluidly connected to the intake passage 22.The ejector pump 122, therefore, fluidly couples the intake duct 126 tothe transition duct 124.

The pressure regulator 130 is fluidly connected to a source ofhigh-pressure air by means of line 138 and to the on/off valve 132 bythe line 136. High-pressure air 144 supplied in line 138 preferably hasa pressure in the range of 30 to 300 psi. The pressure regulator 130 ispreferably remotely controllable. Suitable pressure regulators remotelycontrollable either electrically, pneumatically, hydraulically, ormechanically have been disclosed in prior art and are availablecommercially. The on/off valve 132 is fluidly connected by the line 148to the driving nozzle 140. The supercharger assembly 100 can furtherinclude a pressure sensor 156 for sensing the pressure in suctionchamber 170 and a pressure sensor 158 for sensing the pressure intransition duct 124.

When ICE 20 operates in a naturally aspirated mode (i.e., withoutsupercharging), the on/off valve 132 is closed. Intake air stream 150preferably free of dust and solid particulates enters the intake duct126, flows through the suction chamber 170 past the driving nozzle 140,through the diffuser duct 134, through the transition duct 124 andintercooler 168 therein (if used), and forms an intake air stream 128flowing into the intake passage 22 of ICE 10. The ejector pump 122, theintake duct 126, and transition duct 124 are preferably arranged toprovide low impedance to the air flowing therethrough.

When ICE 20 operates in a supercharged mode, the pressure regulator 130receives high-pressure air 144 at pressure p_(o) from line 138 and flowshigh-pressure air at a predetermined pressure p₁ (which is less thanpressure p_(o)) into line 136. Preferably, pressure p₁ is at least twotimes the pressure p₂ in suction chamber 170. A preferred range forpressure p₁ is from about 20 to about 300 psig. The on/off valve 132 isin open position and allows the high-pressure air to flow through line148 to the driving nozzle 140. The high-pressure air expands in thedriving nozzle 140 and discharges into the suction chamber 170 of theejector pump 122 where it forms a high-velocity jet 146 directed intothe diffuser duct 134. Intake air stream 150 preferably free of dust andparticulates enters through the intake duct 126 and suction port 196into the suction chamber 170 at pressure p₂, where it is entrained bythe high-velocity jet 146 and swept by the jet into the diffuser duct134, thereby producing a high-velocity mixed flow. The diffuser 134converts the kinetic energy of the mixed flow into a potential(pressure) energy, thereby producing an intake air stream 128 atpressure p₃. Pressure p₃ is substantially higher than pressure p₂ insuction chamber 170.

At any time during ICE operation, a control unit (not shown) of ICEsystem 10 preferably monitors one or more operating parameters of thesystem and regulates the flow rate through the driving nozzle 140 byoperatively controlling the pressure regulator 130 and the on/off valve132 according to predetermined conditions. Operating parametersmonitored by the control unit preferably include engine rotationalspeed, engine output torque, fuel flow rate, vehicle speed, and positionof accelerator pedal. Other useful parameters monitored by the controlunit include ambient air pressure, intake air flow, intake air pressure,and detection values of pressure sensors 156 and 158. The ICE controlunit preferably includes a microprocessor configured to receive signalsfrom sensors in the ICE system 10, to determine whether certainpredetermined conditions exist based on the measured parameters, and tooutput signals that regulate the mass flow through the driving nozzle140 by operating the on/off valve 132 and pressure regulator 130 in anappropriate manner. Alternatively, various electrical, mechanical andelectromechanical control mechanisms can be used to operate the valve132 and the pressure regulator 130 in response to predeterminedconditions. It will be apparent to those skilled in the art from thisdisclosure that the precise structure and algorithms for the controlunit can be any combination of hardware and software that will carry outthe functions of the present invention.

During ICE operation the suction chamber 170 is at pressure p₂, whichcould be below ambient atmospheric pressure, depending on the choice ofcomponents upstream of the intake duct 126 and the engine rotationalspeed. It is assumed that the pressure p₃ at the discharge port 198 isessentially the same as the pressure in the intake passage 22. Duringoperation of the supercharger assembly 100, at a given combination ofengine rotational speed and pressure p₂ in suction chamber 170, theintake passage 22 pressure p₃ can be regulated by varying the mass flowrate through the driving nozzle 140. Assuming that the driving nozzle140 has a fixed throat area, its mass flow rate is substantially definedby the nozzle static pressure, which is essentially the same as thepressure p₁ in line 148. Consequently, the ICE charge pressure can beregulated by appropriately controlling the pressure regulator 130.

FIG. 5 shows a flowchart for controlling the operation of supercharger100. Preferably, the control unit of ICE system 10 constantly monitorsengine parameters and the demand for output power. Demand for outputpower caused by certain ICE load conditions (e.g., due to accelerationor grade ascent) can be derived, for example, from a combination ofengine rotational speed and at least one of the output torque, fuel flowrate, and the position of accelerator pedal. Preferably, power demandcondition is established when engine rotational speed is less thanpredetermined engine rotational speed value and engine output torque ismore than a predetermined engine output torque value. If the ICE system10 cannot meet the power demand under naturally aspirated conditions,the supercharger 100 is activated by appropriately setting the outputpressure p₁ of the pressure regulator 130 and by opening the on/offvalve 132. To set the pressure regulator 130, the control unit firstuses a predetermined control law of ICE 20 to calculate the pressure inintake passage 22 (which is essentially the same as p₃) required tosatisfy the power demand at the measured engine rotational speed. Thisinformation together with a predetermined performance database ofejector pump 122 is used to determine the mass flow rate through drivingnozzle 140 and the required value of pressure p₁. Transition fromnatural aspiration to supercharging can be made very smooth by graduallyramping up the mass flow rate through the driving nozzle 140. If thecontrol unit determines that excess ICE power is produced thensupercharging is discontinued by closing the on/off valve 132.Preferably, excess power condition is established when engine rotationalspeed is more than predetermined engine rotational speed value andengine output torque is less than a predetermined engine output torquevalue. In particular, the transition from supercharging to naturalaspiration can be made very smooth by gradually ramping down the massflow rate through the driving nozzle 140 before closing the on/off valve132 by gradually reducing the output pressure p₁ of pressure regulator130.

Example 1

Consider a 4-cycle ICE with a 2 liter displacement. When operating at1200 rpm the engine displaces 20 liters per second. Assume that undernaturally aspirated conditions, the intake passage pressure is about 540Torr (about 21.25 inches Hg), which translates to an intake air flow ofabout 14 standard liters per second. When equipped with the superchargerassembly 100, the ICE can be supercharged and the pressure in the intakepassage 22 can be increased to 680 Torr (about 27 inches Hg) by flowingapproximately 10 standard liters per second of air through the drivingnozzle 140 of the ejector pump 122. This may theoretically boost the ICEoutput by about 25%.

As noted above, operation of the ejector pump 122 is controlled byregulating the flow through the nozzle 140, which in turn is regulatedby the setting of the pressure regulator 130 (FIG. 4). One disadvantageof this approach is that the pressure regulator 130 causes a pressuredrop (typically about 30 psi) in the high-pressure air flow. Unless sucha pressure drop is compensated by an increased pressure p_(o) ofhigh-pressure air 144 in supply line 138, the control range of mass flowthrough the driving nozzle 140 is significantly reduced. A moreefficient approach to controlling a mass flow through a nozzle is tovary the nozzle throat area rather than the nozzle feed (static)pressure. Suitable nozzles with variable flow area have been disclosedin prior art for example by Friedlander et al. in the U.S. Pat. No.6,681,560 and Bubniak et al. in the U.S. Pat. No. 4,054,621.

Referring now to FIG. 6, there is shown an alternative ejector pump 122′having a variable area driving nozzle 140′ connected to air supply line138 by means of an on/off valve 132 and feed line 148. During operationof the supercharger 100, the control unit obtains the value of pressurein line 148 by reading the pressure sensor 194 and sends out controlsignals to appropriately adjust the throat area of the driving nozzle140′ so that a predetermined mass flow rate therethrough is produced.Valve 134 is preferably chosen to have a low pressure drop at themaximum rated mass flow rate through the nozzle 144 and it is operatedin already described manner as necessary to supercharge the ICE 20.

Referring now to FIGS. 7 a and 7 b, there is shown a cross-sectionalview of a variable area driving nozzle 140′ suitable for use with thesubject invention. FIG. 7 a shows the driving nozzle 140′ comprising anozzle inlet 116 fluidly coupled to feed line 148, nozzle outlet 118slidingly attached over nozzle inlet 116, elastic throat element 114,and actuator 112 adjusting the relative position of nozzle inlet 116 andnozzle outlet 118. The nozzle inlet 116 has a surface 108 and the nozzleoutlet 118 has a surface 110. Surfaces 108 and 110 engage the elasticthroat element 114 and compress it. The force of compression is providedby actuator 112 which slides the nozzle outlet 118 over the nozzle inlet116. The elastic throat element 114 is made of suitable elasticmaterial, preferably rubber or other suitable elastomer formed to agenerally toroidal shape. Central opening in the elastic throat element114 defines the nozzle throat 106. The actuator 112 can be operatedmechanically, electromechanically, piezzo-electrically, hydraulically,pneumatically, or by other suitable means. One or more actuators can beused. Compression by surfaces 108 and 110 distorts the elastic throatelement 114. FIG. 7 b shows the elastic throat element 114 in adistorted condition and having its material forced toward the nozzlecenter, thereby reducing the area of nozzle throat 106. Hence, the sizeof nozzle throat area is controlled by the force applied by actuator112. The driving nozzle 140′ is operated by feeding high-pressure airvia line 148 into the nozzle inlet 116 and through the throat 106 intothe nozzle outlet 118 where it is expanded to a high velocity jet 146(FIG. 7 a).

The supercharger assembly 100 shown in FIG. 4 is particularly suitablefor supercharging ICE in vehicles such as trucks, earth movingequipment, and utility vehicles that already have an existing supply ofhigh-pressure air. However, smaller vehicles such as motorcycles andpassenger automobiles normally do not have an existing supply ofhigh-pressure air. To enable the use of subject invention in suchapplications, a supply of high-pressure air can be made an integral partof the supercharger assembly. Referring now to FIG. 8, there is shown asupercharger assembly 100′ in accordance with a first variant to thesupercharger assembly 100 of the first embodiment of the presentinvention. The supercharger assembly 100′ is essentially the same as thesupercharger assembly 100, except that it further includes a compressor164, air tank 160, aftercooler 178, check valve 180 and lines 176, 172,184, and 186.

The compressor 164 can be of any suitable type including piston, vane,scroll, or screw type. The compressor 164 is preferably driven by theICE 20 via direct coupling or a belt drive (not shown). An on/off clutchcan be included in the drive to engage the compressor on as-need basis.Alternately, compressor 164 can be driven by an electric motor. The airtank 160 is preferably equipped with a pressure switch 166 having onehigher setting and one lower setting. The pressure switch 166 is wiredto the controls of the compressor 164 so that the compressor 164 (and/orto the on/off clutch, if used) maintains the pressure in air tank 160between said lower and higher settings. Such an arrangement is commonlypracticed in compressor-air tank systems of prior art. The air tank 160preferably contains an automatic drain valve 174 for automatic expulsionof water condensate that has formed inside the tank. Suitable automaticdrain valves are commercially available, for example, from WilkersonCorporation in Englewood, Colo. The aftercooler 178 is of the samegeneral type used in conventional compressed air systems to remove theheat of compression from the air down stream of the compressor, and itcan be cooled by ambient air or by ICE coolant. Alternatively,aftercooler 178 can have a dedicated liquid coolant loop. The checkvalve 180 prevents a backflow of high-pressure air from the air tank 160into the compressor when the compressor is not active.

During operation of the compressor 164, an air stream 182 at aboutambient pressure and preferably free of dust and solid particulates isdrawn through line 176 into the compressor 164 where it is compressed topressure p_(o). Output of the compressor 164 is fed through line 172into the aftercooler 178 where the heat of compression is largelyremoved, and through line 184, check valve 180 and line 186 into thetank 160. Tank 160 can also include a pressure sensor 192 which can beread by the ICE control unit to determine the amount of air stored. Asalready noted, under average driving conditions the ejector pump drawshigh-pressure air from the air tank on the average only about 10% of thevehicle operating time. On the other hand, the compressor can runsubstantially continuously, which means that the compressor size can berelatively modest.

Example 2

Using the ICE and supercharger parameters from Example 1 withhigh-pressure air flow of 10 standard liters per second, the ejectorpump consumes 100 standard liters in a 10 second supercharging event.Assuming that supercharging is necessary (on the average) about 10% ofthe vehicle operating time, the compressor has (on the average) about100 seconds to replenish the high-pressure air in the air tank. Thus,the average flow rate through the compressor is 1 standard liter persecond (about 2.3 cubic feet per minute). A suitable piston typecompressor delivering high-pressure air at this flow rate would weighabout 7 kilograms (15 lbs), have a volume of about 5 liters (324 cubicinches) and require about 1 horsepower to operate. As already noted,during a supercharging event the ICE system power output wouldtheoretically increase by about 25%.

Referring now to FIG. 9, there is shown a supercharger assembly 100″ inaccordance with a second variant to the supercharger assembly 100 of thefirst embodiment of subject invention having reduced intake air flowimpedance during natural aspiration. The supercharger assembly 100″ isessentially the same as supercharger assembly 100, except that itfurther includes a bypass duct 190. In addition, the intake duct 126′and transition duct 124′ have been modified to allow intake air stream150 to flow either as a stream 150 a though the ejector pump 122 or as astream 150 b through the bypass duct 190. Furthermore, the bypass duct190 includes a bypass valve 188 that prevents a back flow through thebypass duct. During naturally aspirated operation of the ICE 20, thebypass valve 188 is in open position and the ICE draws intake air stream150 through the intake duct 126′ into the bypass duct 190, and throughthe transition duct 124′ into ICE intake passage (not shown). A smallerportion of the intake air flow may also pass through the ejector pump122. During supercharging, bypass valve 188 is closed and the ejectorpump 122 is operated in already described manner. Those skilled in theart will appreciate that the cross-section of the bypass duct 190 can bemade arbitrarily large and thus offering low impedance to air flowingtherethrough. As a result, the supercharger assembly 100″ offerssignificantly reduced air flow impedance under naturally aspirated ICEoperation which translates to a higher ICE charge pressure. Preferably,the bypass valve 188 is formed as a check valve that closesautomatically whenever the pressure in the transition duct 126′ exceedsthe pressure in the intake duct 124′ by a predetermined amount.Alternatively, the bypass valve 188 is an actuated valve of a suitabletype (e.g., gate valve, poppet valve, or a butterfly valve) operated bythe ICE control unit. For example, the control unit can close the bypassvalve 188 when the mass flow through driving nozzle 140 exceeds apredetermined mass flow value. Alternatively, the by-pass valve 188 canbe arranged to close when the pressure in the intake passage 22 exceedsthe pressure at the suction port 196 by a predetermined amount.

As already stated, the ICE system 10 shown in FIG. 4 is particularlysuited for compression ignition (i.e., diesel type) ICE and fuelinjected spark ignition ICE. In a compression ignition ICE, fuel isinjected directly into the combustion chamber of ICE 20. In a fuelinjected spark ignition ICE, fuel is usually injected into the intakepassage 22. In both of these ICE types, the gas flowing though thesupercharger 100 (and each of its variants 100′ and 100″) is intake air.However, the supercharger assembly 100 (and each of its variants 100′and 100″) can be also used to supercharge carbureted spark ignitionengines. Referring now to FIG. 10 there is shown an ICE system 11 inaccordance with a second embodiment of the present invention including acarbureted spark ignition engine 20′, carburetor 64, air filter 76, anda supercharger assembly 100. Those skilled in the art will appreciatethat supercharger assembly 100 could also be also used in its firstvariant form 100′ or second variant form 100″. Supercharger 100 receivesambient air via air filter 76. Air discharged by the supercharger 100 isthen fed into the intake passage 22′ of ICE 20′ via the carburetor 64.

The supercharger assembly 100 (and each of its variants 100′ and 100″)can be also used to retrofit existing compression ignition (diesel) ICEas well as carbureted and fuel injected spark ignition ICE. Inparticular, to retrofit an existing ICE, the supercharger 100 can beplaced upstream of an existing air filter. Referring now to FIG. 11there is shown an ICE system 12 in accordance with a third embodiment ofthe present invention including an ICE 20 which can be eithercompression ignition type or fuel injected spark ignition type, airfilter 76, and a supercharger assembly 100. Intake air stream 150 isdrawn into the supercharger assembly 100, is pumped by it and fed intothe intake passage 22′ via air filter 76. Referring now to FIG. 12 thereis shown an ICE system 13 in accordance with the fourth embodiment ofthe present invention including a carbureted spark ignition ICE 20′,carburetor 64, air filter 76, and a supercharger assembly 100. Intakeair stream 150 is drawn into the supercharger assembly 100, is pumped byit and fed into the intake passage 22′ via air filter 76 and carburetor64.

The supercharger assembly 100 (and each of its variants 100′ and 100″)can be also used with conventional engine-driven superchargers andconventional turbochargers to augment their performance at low enginespeed. As already noted, during the conditions of high torque and lowrotational engine speeds, a conventional supercharger alone is unable toeffectively supercharge the engine. This condition can be mitigated byusing the supercharger assembly 100 of the present invention to functionas a booster stage for a conventional supercharger. Referring now toFIG. 13 there is shown an ICE system 14 in accordance with a fifthembodiment of the present invention comprising an ICE 20″ having anintake passage 22″ which is fed intake air by the supercharger assembly100 which, in turn receives intake air from a conventional supercharger82. An intercooler 84 is preferably included between the supercharger 82and the supercharger assembly 100. The ICE 20″ can be either acompression ignition type or spark ignition type. The conventionalsupercharger 82 can be an engine-driven supercharger or a turbocharger.The supercharger assembly 100 can be also used in its variant form 100′or 100″. Intake air 150 is compressed by the supercharger 82, cooled bythe intercooler 84, and pumped by supercharger assembly 100 into theintake passage 22. If additional engine power is required during hightorque and low rotational speed condition of the ICE 20″, thesupercharger assembly 100 is activated by flowing high-pressure airthrough driving nozzle 140 (FIG. 4) at a predetermined flow rate tosupercharge ICE 20″ for initial period of time. As the rotational speedof ICE 20″ increases during this initial period, the conventionalsupercharger 82 gradually becomes more effective at compressing intakeair, thereby reducing the need for the boosting effect provided bysupercharger assembly 100. In view of this, flow rate of high-pressureair through driving nozzle 140 can be appropriately reduced and, whenpredetermined conditions are reached, the operation of superchargerassembly 100 is discontinued. There are numerous variants to using thesubject invention with conventional engine-driven superchargers andturbochargers. For example, the supercharger 100 can be placed upstreamof the conventional supercharger 82 rather than downstream as shown inFIG. 13. In another alternative embodiment of the present invention thesupercharger assembly 100 is connected in parallel to the conventionalsupercharger 82, and control valves are used to arbitrate intake airflow depending on engine rotational speed and load conditions. In yetanother alternative embodiment of the subject invention, thesupercharger 82 is an ejector pump.

The advantage of using a combination of the conventional supercharger 82and the supercharger assembly 100 is that the performance of the overallICE system 14 is improved since the supercharger assembly 100 providesimproved supercharging performance at conditions of high torque and lowengine speeds (e.g., during automotive vehicle acceleration from astopped condition), whereas the conventional supercharger 82 providesimproved supercharging performance at conditions of high torque and highengine speeds, especially when such conditions last for a longer periodof time (e.g., during extended grade ascent or passing).

While improvements in ICE performance are desirable, it is alsoimportant for an ICE to comply with existing emissions requirements. Oneway in which emissions are reduced to acceptable levels is through theuse of exhaust gas recirculation (EGR) wherein a conduit connects theICE exhaust passage 24 to the intake passage 22 to allow exhaust gas tobe recycled through the combustion chamber 34 (FIG. 4). In this manner,exhaust species which are still rich in nitrogen are reintroduced to theengine, lowering NO_(x) emissions levels by lowering flame temperature.In view of the desire for improved performance and the need for reducedemissions, it is not surprising that supercharged ICE with EGR are knownin the art as, exemplified by U.S. Pat. No. 3,925,989 to Pustelnik. Itis therefore desirable to use EGR with the present invention bypreferably connecting the EGR between the exhaust passage 24 and thesuction chamber 170 of the ejector pump 122. As a result, the EGRreceives exhaust gasses from the exhaust passage 24 and conveys them tothe suction chamber 170 to be pumped by the ejector pump 122 back intoICE 20.

It will be appreciated that the present invention can be implementedwith a variety of ICE of either reciprocating type or rotary type. TheICE can have any number of combustion chambers. Features of the variousembodiments can be combined in any manner. For example, several ejectorpumps 122 can be used in parallel. Alternatively, ejector pump can havemultiple driving nozzles injecting high-velocity jet into a singlediffuser duct. FIG. 14 shows an ejector pump 122″ wherein three drivingnozzles 140 a, 140 b, and 140 c inject high-velocity jets 146 a, 146 b,and 146 c into a single diffuser duct 134′.

The driving nozzle 140 in any of the embodiments can be either asupersonic nozzle, sonic nozzle, converging-diverging nozzle, or asubsonic nozzle as described above. The driving nozzle 140 can alsoformed as a lobed nozzle. Lobed nozzles are known to have improvedcharacteristics for mixing of the high velocity jet 146 and pumped air.Suitable multi-lobed injector nozzle is described in a variety oftechnical publications including, for example, in “Parameter Effects onMixer-Ejector Pumping Performance” by S. A. Skebe et al., paper numberAIAA-88-0188 and in “Short Efficient Ejector Systems” by W. Pretz, Jr.et al., paper number AIAA-87-1837, both available from the AmericanInstitute of Aeronautics and Astronautics, Washington, D.C. Anothersuitable lobed driving nozzle used in an ejector pump with a for pumpingEGR gases has been disclosed by the above mentioned Henderson et al. inthe U.S. Pat. No. 5,611,203, which is hereby incorporated by reference.

A variety of conventional components can be used for construction of thepresent invention. Examples of suitable intercoolers 168 for use in thetransition duct 124 include, without limitation, shell and tube typeintercoolers and fin and plate type intercoolers. Some examples ofsuitable bypass valves 188 for use in the bypass duct 190 includeone-way valve, check valve, poppet-type valve, and butterfly-type valve.As mentioned above, any conventional supercharger and EGR components canbe used in combination with the supercharger assembly 100. Thesupercharger 82 can be a single stage supercharger, a compoundsupercharger, a series supercharger, or any other type of supercharger.The suprcharger 82 can be formed as a turbocharger or an engine-drivensupercharger. Suitable engine-driven superchargers include Roots pump,vane pump, and screw compressor.

The terms of degree such as “substantially”, “about” and “approximately”as used herein mean a reasonable amount of deviation of the modifiedterm such that the end result is not significantly changed. For example,these terms can be construed as including a deviation of at least ±5% ofthe modified term if this deviation would not negate the meaning of theword it modifies.

Moreover, terms that are expressed as “means-plus function” in theclaims should include any structure that can be utilized to carry outthe function of that part of the present invention. In addition, theterm “configured” as used herein to describe a component, section orpart of a device includes hardware and/or software that is constructedand/or programmed to carry out the desired function.

While only selected embodiments have been chosen to illustrate thepresent invention, it will be apparent to those skilled in the art fromthis disclosure that various changes and modifications can be madeherein without departing from the scope of the present invention asdefined in the appended claims. Furthermore, the foregoing descriptionof the embodiments according to the present invention are provided forillustration only, and not for the purpose of limiting the presentinvention as defined by the appended claims and their equivalents. Thus,the scope of the present invention is not limited to the disclosedembodiments.

1. A supercharged internal combustion engine system comprising: aninternal combustion engine (ICE), a flow control means, and an ejectorpump for supercharging said ICE; said ICE having at least one combustionchamber and an intake passage; said intake passage being fluidly coupledto said combustion chamber and configured for flowing intake airthereinto; said ejector pump comprising at least one lobed drivingnozzle, a suction port, and a discharge port; said suction port beingfluidly coupled to a source of intake air; said discharge port beingfluidly coupled to said intake passage; said flow control means fluidlycoupled to a source of high-pressure air; said driving nozzle beingfluidly coupled to said flow control means; and said flow control meansbeing configured for regulation of flow of said high-pressure air fromsaid high-pressure air source through said driving nozzle.
 2. An ICEsystem as in claim 1 wherein said flow control means is chosen from thegroup consisting of a valve, control valve, modulated poppet-type valve,proportional solenoid valve, pressure regulator, and a variable areanozzle.
 3. An ICE system as in claim 1 wherein said driving nozzle is avariable area nozzle configured for regulating a mass flow rate of saidhigh-pressure air therethrough.
 4. An ICE system as in claim 1 furthercomprising a torque sensor for sensing output torque of said ICE. 5.(canceled)
 6. An ICE system as in claim 1 further comprising a controlunit operatively coupled to said flow control means for regulating massflow rate through said driving nozzle according to operating conditionsof said ICE.
 7. An ICE system as in claim 6, wherein said control unitis configured to increase said mass flow rate when engine rotationalspeed is less than a predetermined engine rotational speed value andengine output torque is more than a predetermined engine output torquevalue.
 8. An ICE system as in claim 6, wherein said control unit isconfigured to decrease said mass flow rate when engine rotational speedis more than a predetermined engine rotational speed value and engineoutput torque is less than a predetermined engine output torque value.9. An ICE system as in claim 6 wherein said control unit regulates saidmass flow rate through said driver nozzle according to a combination ofparameters chosen from the group consisting of engine output shafttorque, engine rotational speed, intake passage pressure, fuel flowrate, vehicle speed and position of accelerator pedal.
 10. An ICE systemas in claim 6, wherein said control unit is configured to increase massflow rate of said high-pressure air through said nozzle in response todemand for increase in ICE power.
 11. An ICE system as in claim 6,wherein said control unit is configured to operate said flow controlmeans so that the rate of change in ICE output power is less than apredetermined rate of change in ICE output power value.
 12. Asupercharged internal combustion engine system comprising: an internalcombustion engine (ICE), an ejector pump for supercharging said ICE, anejector bypass duct, and a bypass valve; said internal combustion enginehaving at least one combustion chamber and an intake passage; saidintake passage fluidly coupled to said combustion chamber and configuredfor flowing intake air thereinto; said ejector pump having at least onedriving nozzle, a suction port, and a discharge port; said drivingnozzle being fluidly coupled to a source of high-pressure air; saidsuction port being fluidly coupled to a source of intake air; saiddischarge port being fluidly coupled to said intake passage; saidejector bypass duct having an inlet fluidly coupled to said suction portand an outlet fluidly coupled to said intake passage; and said bypassvalve configured for regulating air flow through said bypass duct. 13.An ICE system as in claim 12 wherein said bypass valve is arranged to beclosed when mass flow rate of said high-pressure air through said nozzleis more than a predetermined mass flow rate value and to be open whenmass flow rate of said high-pressure air through said nozzle is lessthan a predetermined mass flow rate value.
 14. An ICE system as in claim12 wherein said bypass valve is arranged to be closed when thedifference between the air pressure in said intake passage and the airpressure at said suction port is more than a predetermined pressurevalue, and to be open when the difference between the air pressure atsaid intake passage and the air pressure at said suction port is lessthan a predetermined pressure value.
 15. An ICE system as in claim 12wherein said bypass valve is chosen from the group consisting of anautomatic check valve, actuated valve, and butterfly valve.
 16. An ICEsystem as in claim 12 wherein said source of intake air is chosen fromthe group consisting of atmospheric air, an engine-driven superchargerand a turbocharger.
 17. An ICE system as in claim 12 wherein said sourceof high-pressure air comprises an air compressor and an air tank.
 18. AnICE system as in claim 12 further comprising a flow control means forregulating mass flow rate through said driving nozzle according toaccording to operating conditions of said ICE.
 19. A superchargedinternal combustion engine system comprising: an internal combustionengine (ICE), an ejector pump for supercharging said ICE, an aircompressor, an air tank, and a flow control device; said internalcombustion engine having at least one combustion chamber and an intakepassage; said intake passage fluidly coupled to said combustion chamberand configured for flowing intake air thereinto; said ejector pumphaving at least one lobed driving nozzle, a suction port, and adischarge port; said suction port being fluidly coupled to a source ofintake air; said discharge port being fluidly coupled to said intakepassage; said air compressor having an inlet and outlet; said aircompressor inlet configured to admit atmospheric air; said aircompressor outlet fluidly coupled to said air tank; said driving nozzlebeing fluidly coupled to said flow control device; said flow controldevice being fluidly coupled to said air tank and receivinghigh-pressure air therefrom; and said compressor being equipped withcontrols for maintaining the pressure of air inside said air tank withinpredetermined limits.
 20. An ICE system as in claim 19 wherein said aircompressor is chosen from the group consisting of a compressor driven byelectric motor, engine driven compressor, engine driven compressor withan on/off clutch, piston compressor, positive displacement reciprocatingcompressor, vane compressor, scroll compressor and screw compressor. 21.An ICE system as in claim 19 wherein said source of intake air is chosenfrom the group consisting of atmospheric air, an engine-drivensupercharger and a turbocharger.
 22. An ICE system as in claim 19wherein said suction port is fluidly coupled to an exhaust port of asupercharger chosen from the group consisting of an engine drivensupercharger and turbocharger.
 23. An ICE system as in claim 19 furthercomprising a flow control device configured for substantially smoothregulation of mass flow rate of said high-pressure air through saidnozzle.
 24. An ICE system as in claim 19 further comprising asupercharger disposed between said discharge port of said ejector pumpand said intake passage of said ICE; said supercharger having asupercharger inlet and a supercharger outlet; said supercharger inletconnected to said discharge port of said ejector pump; said superchargeroutlet connected to said intake passage of said ICE; said superchargerchosen from the group consisting of an engine-driven supercharger,turbocharger and second-stage ejector pump.
 25. An ICE system as inclaim 19 further comprising a control unit operatively coupled to saidflow control device for regulating mass flow rate through said drivingnozzle according to operating conditions of said ICE; said control unitbeing configured to increase mass flow rate of said high-pressure airthrough said nozzle in response to demand for increased ICE power. 26.An ICE system as in claim 19 further comprising an exhaust passage andan exhaust gas recirculation (EGR) conduit; said exhaust passage fluidlycoupled to said combustion chamber for passing combustion productstherefrom; said (EGR) conduit having an EGR inlet fluidly coupled tosaid exhaust passage and an EGR outlet fluidly coupled to said suctionport of said ejector pump.
 27. An ICE system as in claim 19 furthercomprising an ejector bypass duct and a bypass valve; said ejectorbypass duct having an inlet fluidly coupled to said suction port and anoutlet fluidly coupled to said intake passage; and said bypass valveconfigured for regulating air flow through said bypass duct.
 28. Asupercharged internal combustion engine system comprising: an internalcombustion engine (ICE), an ejector pump for supercharging said ICE, asource of high-pressure air, and flow control means; said internalcombustion engine having at least one combustion chamber, an intakepassage and an exhaust passage; said intake passage fluidly coupled tosaid combustion chamber and configured for flowing intake air thereinto;said exhaust passage fluidly coupled to said combustion chamber andconfigured for flowing exhaust gases therefrom; said ejector pump havinga suction chamber, a lobed_driving nozzle, and a diffuser duct; saidsuction chamber fluidly coupled to a source of atmospheric air; saidlobed driving nozzle operated in a flow regime selected from the groupconsisting of subsonic flow regime and sonic flow regime; said diffuserduct having a first end and a second end; said first end of saiddiffuser duct fluidly coupled to said suction chamber; said second endof said diffuser duct fluidly coupled to said intake passage; said flowcontrol means fluidly coupled to said source of high-pressure air; saiddriving nozzle fluidly coupled to said flow control means, said drivingnozzle configured to direct a high velocity air jet into said first endof said diffuser duct; and said flow control means being adapted forregulation of flow of said high-pressure air from said source ofhigh-pressure air through said driving nozzle.
 29. A superchargedinternal combustion engine system as in claim 28 An ICE system as inclaim 28 further comprising a control unit operatively coupled to saidflow control means for regulating mass flow rate through said drivingnozzle according to operating conditions of said ICE; wherein saidcontrol unit is configured to increase said mass flow rate when enginerotational speed is less than a predetermined engine rotational speedvalue and engine output torque is more than a predetermined engineoutput torque value.
 30. A supercharged internal combustion enginesystem as in claim 28 further comprising an exhaust passage for flowingexhaust gases from said combustion chamber; and an EGR conduit; said EGRconduit having an EGR inlet and EGR outlet; said EGR inlet fluidlycoupled to said exhaust passage; and said EGR outlet connected to saidsuction chamber for recirculation of a portion of said exhaust gases.31. An automotive vehicle powered by a supercharged internal combustionengine comprising: (a) an internal combustion engine (ICE) having atleast one combustion chamber, an intake passage, an exhaust passage, abypass duct and a bypass valve; said intake passage configured forflowing intake air to said combustion chamber; said exhaust passageconfigured for flowing combustion products from said combustion chamber;said ICE is chosen from the group consisting of a compression ignitionengine, carbureted spark ignition engine, fuel injected spark ignitionengine, reciprocating engine and rotary engine; said bypass ductarranged to bypass said ejector pump; said bypass valve fluidly coupledto said bypass duct; said bypass valve configured to substantiallyprevent a backflow through said bypass duct; (b) an ejector pump forsupercharging said ICE; said ejector pump having a driving nozzle, asuction port, and a discharge port; said ejector pump configured toreceive intake air through said suction port and discharge pressurizedintake air through said discharge port; i) said driving nozzle beingfluidly coupled to a source of high-pressure air for admittinghigh-pressure air therefrom; ii) said suction port being fluidly coupledto a source of said intake air for receiving said intake air therefrom;said discharge port being fluidly coupled to said intake passage todischarge said pressurized intake air thereto; (c) a means for sensingICE power demand; and (d) a flow control means for regulating a massflow rate of said high-pressure air through said driving nozzle.
 32. Anautomotive vehicle as in claim 31 wherein said automotive vehicle is ahybrid vehicle comprising an electric propulsion.
 33. An automotivevehicle as in claim 31 further comprising a control unit operativelycoupled to said flow control means for regulating mass flow rate throughsaid driving nozzle based on operating conditions of said ICE tosupercharge said ICE; said control unit being configured to increasesaid mass flow rate when engine rotational speed is less than apredetermined engine rotational speed value and engine output torque ismore than a predetermined engine output torque value, and to decreasesaid mass flow rate when engine rotational speed is more than apredetermined engine rotational speed value and engine output torque isless than a predetermined ICE output torque value.
 34. (canceled)
 35. Asupercharger assembly for an ICE comprising: an ejector pump, an ejectorbypass duct, a bypass valve, and a means for regulating mass flow ofhigh-pressure air; said ejector pump having a suction port fluidlyconnected to a supply of atmospheric air, a driving nozzle fluidlyconnected to a supply of high-pressure air and, and a discharge portfluidly connected to an intake passage of an ICE; said ejector bypassduct having an inlet fluidly coupled to said suction port and an outletfluidly coupled to said intake passage; and said bypass valve configuredfor regulating air flow through said bypass duct; and said means forregulating mass flow of high-pressure air configured for regulating massflow of said high-pressure air from said supply of high-pressure air tosaid nozzle.
 36. A supercharger assembly as in claim 35, furthercomprising a control unit configured to operatively control said meansfor regulating mass flow of said high-pressure air; said control unitconfigured for sensing ICE rotational speed and at least one parameterchosen from the group consisting of accelerator pedal position, ICE fuelflow, intake passage pressure, and ICE output torque.
 37. A superchargerassembly as in claim 35, wherein said means for regulating mass flow ofsaid high-pressure air are chosen from the group consisting of apressure regulator, flow control valve, valve, and variable area nozzle.38. A supercharger assembly as in claim 35, further comprising an aircompressor for providing said high-pressure air to said driving nozzle.39. A supercharger assembly as in claim 38, wherein said compressor isselected for the group consisting of a piston compressor, vanecompressor, scroll compressor, and screw compressor.
 40. A superchargerassembly as in claim 38, wherein the source of motive power for saidcompressor is selected from the group consisting of said ICE andelectric motor.
 41. A supercharger assembly as in claim 38, wherein saidhigh-pressure air is supplier to said driving nozzle at an absolutepressure of at least 40 pounds per square inch.
 42. A superchargerassembly as in claim 35, further comprising an air tank for storing saidhigh-pressure air.
 43. A supercharger assembly as in claim 36, furthercomprising an air tank and a compressor; said air compressor inletconfigured to admit atmospheric air and generating hi-pressure air; saidhigh-pressure air being supplied to an air tank; said air tank beingfluidly coupled to said nozzle.
 44. (canceled)
 45. (canceled)
 46. Amethod for supercharging an ICE comprising the steps of: providing anICE having a combustion chamber; providing an intake passage for flowingintake air into said combustion chamber; providing an ejector pumpcomprising a suction port, driving nozzle, and a discharge port;providing an ejector bypass duct having an inlet fluidly coupled to saidsuction port and an outlet fluidly coupled to said intake passage;providing a bypass valve configured for regulating air flow through saidbypass duct; providing an intake air supply; providing a high-pressureair supply; feeding high-pressure air from said high-pressure air supplyinto said driving nozzle to produce pumping action in said ejector;admitting intake air from said intake air supply into said suction port;pumping said intake air with said ejector pump; and feeding airdischarged from said discharge port into said intake passage tosupercharge said combustion chamber.
 47. The method of claim 46, whereinsaid intake air supply is chosen from the group consisting ofatmospheric air, an engine-driven supercharger and a turbocharger. 48.The method of claim 46, wherein said suction port is fluidly coupled toan exhaust port of a supercharger chosen from the group consisting of anengine-driven supercharger and a turbocharger.
 49. The method of claim46, wherein said step of pumping said intake air with said ejector pumpincludes maintaining said bypass valve in substantially closed position.50. The method of claim 46, wherein said step of feeding intake air intosaid intake passage includes further pressurizing said intake air in asecond stage supercharger.
 51. The method of claim 46, wherein said stepof providing high-pressure air supply includes compressing atmosphericair in a compressor.
 52. The method of claim 46, wherein said step offeeding high-pressure air into said driving nozzle further includesgeneration of supersonic flow by said driving nozzle.
 53. (canceled) 54.The method of claim 46, wherein said step of sensing ICE power demandincludes reading at least one of the sensors chosen from the groupconsisting an ICE output shaft torque, engine speed, intake portpressure, fuel flow rate, position of accelerator pedal, and vehiclespeed.
 55. (canceled)
 56. A supercharged internal combustion enginesystem comprising: (a) an internal combustion engine (ICE) having atleast one combustion chamber, and an intake passage; said intake passageconfigured for flowing intake air to said combustion chamber; (b) anejector pump for supercharging said ICE; said ejector pump having adriving nozzle, a suction port, and a discharge port; said ejector pumpconfigured to receive intake air through said suction port and dischargepressurized intake air through said discharge port; (i) said drivingnozzle being fluidly coupled to a source of high-pressure air foradmitting high-pressure air therefrom; (ii) said suction port beingfluidly coupled to a source of said intake air to receive said intakeair therefrom; (iii) said discharge port being fluidly coupled to saidintake passage to discharge said pressurized intake air thereto; (iv)said driving nozzle adapted for operation in a flow regime selected fromthe group consisting of a subsonic flow regime and sonic flow regime;(c) a flow control means suitable for varying the mass flow rate of saidhigh-pressure air through said driving nozzle; and (d) an electroniccontrol unit (ECU) operatively coupled to said flow control means; saidECU being configured to increase said mass flow rate when rotationalspeed of said engine is less than a predetermined engine rotationalspeed value and output torque of said engine is more than apredetermined engine output torque value, and to decrease said mass flowrate when rotational speed of said engine is more than a predeterminedengine rotational speed value and output torque of said engine is lessthan a predetermined engine output torque value.